Leaning vehicle

ABSTRACT

A leaning vehicle has a frame; a shock tower pivotally connected to the frame; front left and right ground engaging members; front left and right suspension assemblies; portions of the front left suspension assembly, the front left ground engaging member and other components of the vehicle suspended by the front left suspension assembly have a first unsprung mass; portions of the front right suspension assembly, the front right ground engaging member and other components of the vehicle suspended by the front right suspension assembly have a second unsprung mass; a moment of inertia of the shock tower being at least twenty-five percent of a combined moment of inertia of the first and second unsprung masses; a steering assembly; a rear suspension assembly; at least one rear ground engaging; and a motor.

CROSS-REFERENCE

The present application is a continuation of U.S. patent applicationSer. No. 14/898,432, filed Dec. 14, 2015, which is a United StatesNational Phase Entry of International Patent Application No.PCT/US2014/042536, filed Jun. 16, 2014, which claims priority to U.S.Provisional Patent Application No. 61/835,062, filed Jun. 14, 2013, andto U.S. Provisional Patent Application No. 61/884,442, filed Sep. 30,2013, the entirety of all of which is incorporated herein by reference.

FIELD OF TECHNOLOGY

The present technology relates to leaning vehicles.

BACKGROUND

Leaning vehicles having more than one front or rear wheels require aframe that is pivotally connected to the two-wheel suspension assembliesto permit the vehicle to lean. One such vehicle is disclosed in PCTPublication No. WO 2011/059456 A1 (the '456 publication), published onMay 19, 2011. The vehicle in the '456 publication has a two front wheelsand a single rear wheel.

FIGS. 1 and 2 illustrate a frame 200, shock tower 202 and a front rightsuspension assembly 204 of a vehicle of the type described in the '456publication. The front left suspension assembly of this vehicle is amirror image of the front right suspension assembly 204 and as such willnot be described in detail herein.

As can be seen in FIG. 1, the frame 200 is pivotally connected to theshock tower 202 about a frame leaning axis 206. The front rightsuspension assembly 204 has a lower suspensions arm 208, a leaning rod210 and a shock absorber 212. The lower suspension arm 208 is pivotallyconnected at one end to the frame 200 about a pivoting axis 214 and ispivotally connected at the other end to a kingpin 216 about a tiltingaxis 217. The kingpin 216 has a knuckle 219 pivotally disposed thereon.The knuckle 219 supports the front right wheel thereon. The inner end ofthe lower suspension arm of the front left suspension assembly issimilarly connected to the frame 200 about a pivoting axis 218. As canbe seen in FIG. 1, when the frame 200 is in the upright position, thepivoting axes 214, 218 are disposed to the right and left of the frameleaning axis 206 respectively and are located vertically higher than theframe leaning axis 206. The leaning rod 210 is pivotally connected tothe frame 200 at one end and to the kingpin 216 at the other end. Theshock absorber 212 is connected to the lower suspension arm 208 at itslower end and to the shock tower 202 at its upper end.

When the vehicle turns, the frame 200 and, as a result, the wheels leantoward the inside of the turn. When making a right turn as shown in FIG.2, the frame 200 pivots toward the right about the frame leaning axis206 and the wheels also pivot toward the right as would be understoodfrom the pivoting of the kingpin 216 about the tilting axis 217.

Additional details regarding a vehicle of this type and the manner inwhich it leans can be found in the '456 publication.

When turning, the frame 200 and other components of the vehicle need tobe sufficiently leaning such that the lateral forces between the tiresand the ground are sufficient to prevent the vehicle from falling over.

As can be seen by comparing FIG. 1 to FIG. 2A, due to the manner inwhich the lower suspension arms 208 are connected to the frame 200, whenthe frame 200 leans, the pivoting axes 214, 218 are displaced from thepositions they occupy when in the upright position of the frame 200.This displacement of the pivoting axes 214, 218 also causes adisplacement of the frame leaning axis 206 and thus causes the center ofgravity (CG) to travel along trajectory 1 (FIG. 2A) which resembles anarc rather than a constant radius as in trajectory 2 (FIG. 2A).

FIG. 2A shows two different trajectories of a CG during a turn and thedisplacement of the center of pressure (CP) of the tires, or itsequivalent in the case of a three-wheel vehicle, on the ground.Trajectory 1 represents the movement of a CG of a vehicle and of acorresponding center of pressure CP1 with the suspension of FIGS. 1 and2 and trajectory 2 represents the movement of a CG and a correspondingcenter of pressure CP2 of a motorcycle having two in-line wheels.

As can be seen in FIG. 2, when the frame 200 leans to the right, theframe leaning axis 206, and the rest of the leaning components, aredisplaced upward and to the right from the positions they occupy whenthe frame 200 is upright (illustrated by axis 206′ in FIG. 2 for theleaning axis 206), similar to that of trajectory 1 of FIG. 2a . As canalso be seen in FIG. 2A, the CP of a vehicle with the suspensiongeometry of FIG. 1 moves laterally and thus the effective lean angle(the angle between a line passing through the CG and the CP with respectto vertical) has been reduced. As can be seen in FIG. 2A, the effectivelean angle A is less than the effective lean angle B. The lateralg-forces generated is a ratio of the horizontal and vertical distancesbetween the CP and the vehicle's CG. Therefore, trajectory 1 generatesless lateral g-forces than trajectory 2 even though both vehicle framesare equally leaned with respect to vertical. As such, for two vehicles,one with the geometry of FIG. 1 and the other with inline wheels, totravel through the same trajectory with the same travel characteristics,the vehicle with the geometry of FIG. 1 (trajectory 1) would have tolean further with respect to vertical.

Thus, there is a need for a leaning vehicle having at least three wheelsthat requires less leaning to produce a desired lateral g-force.

Furthermore, it may be desirable under certain conditions to prevent theframe of a leaning vehicle from leaning. Examples of such conditionsinclude when the vehicle is parked or operating at low speeds.

Thus, there is a need for a leaning vehicle in which the frame can beprevented from leaning.

In a vehicle that does not lean, the shock absorbers are connected tothe frame. As such, the unsprung mass (i.e. the wheels, brakes and otherelements connected to the frame via the suspension system) is muchsmaller than the sprung mass (i.e. the frame and other elementssupported by the suspension system). As such, when a wheel encounters abump for example, the sprung mass is sufficiently large to cause theshock absorber to compress.

However, for a leaning vehicle of the type disclosed in the '456publication, the shock absorbers are connected to the shock tower asdescribed above. As would be understood, the mass of the shock tower ismuch smaller than the sprung mass of the non-leaning vehicle describedabove (all things being equal except for the leaning aspect of thevehicle) thus the system has very low damping characteristics again therotation of the shock tower. When the wheels go over large bumps ordepressions (i.e. high amplitude movement), the shock absorbers reactessentially as they would in a non-leaning vehicle where the shockabsorbers are connected to the frame. When the wheels go over smallbumps or depressions (i.e. low amplitude movement/higher frequency) someissues can arise however. The forces generated by such low amplitudemovement of the wheels can be too small for the tires to absorb and forthe stiffness of the shock absorber to be overcome (i.e. the shockabsorber does not compress). The mass of the shock tower can also be toosmall to resist the force being transferred through the shock absorber.As a result, the shock tower, the two shock absorbers, the suspensionarms and the wheels essentially react as if they were a single rigidelement. When the left wheel goes over a small bump for example, theforce is transferred from the left wheel to the left shock absorber,then to the shock tower, and since the left shock absorber does notcompress, the force is then transferred from the shock tower to theright shock absorber and to the right wheel. Since the right shockabsorber also does not compress, the tire of the right wheel compresses,then springs back thereby transferring the force back through the shocktower to the left shock absorber and the left wheel, and the process isrepeated. This oscillation of the force can eventually lead to thewheels oscillating up and down, which, when the vehicle is manoeuvringthrough a turn, is sometimes referred to as “wheel hop” since thisoscillation can cause the tires to momentarily loose contact with theground and be pushed toward the outside of the turn. As would beunderstood, “wheel hop” is not desirable.

Thus, there is a need for a leaning vehicle in which the shock absorbersare attached to the shock tower that addresses the “wheel hop”phenomenon.

SUMMARY

It is an object of the present technology to ameliorate at least some ofthe deficiencies of the prior art.

According to one aspect of the present technology, there is provided aleaning vehicle having a frame having a front portion and a rearportion, a shock tower having an upper end and a lower end, the lowerend of the shock tower being pivotally connected to the frame about aframe leaning axis about which the frame can pivot to a right side andto a left side relative to the shock tower, a front left ground engagingmember and a front right ground engaging member connected to the shocktower via a front left suspension assembly and a front right suspensionassembly respectively, a steering assembly having a rotatable steeringcolumn supported by the frame and being operatively connected to thefront left ground engaging member and the front right ground engagingmember, a rear suspension assembly connected to the rear portion of theframe, and at least one rear ground engaging member connected to therear suspension assembly. A motor is operatively connected to at leastone of the ground engaging members. The front left suspension assemblyincludes a lower left suspension arm having a first end and a secondend, the first end being pivotally connected about a left pivoting axisto the lower end of the shock tower and the second end being pivotallyconnected about a left tilting axis to the front left ground engagingmember, and a left shock absorber having an upper end connected to theupper end of the shock tower and a lower end connected to the lower leftsuspension arm. The front right suspension assembly includes a lowerright suspension arm having a first end and a second end, the first endbeing pivotally connected about a right pivoting axis to the lower endof the shock tower and the second end being pivotally connected about aright tilting axis to the front right ground engaging member, and aright shock absorber having an upper end connected to the upper end ofthe shock tower and a lower end connected to the lower right suspensionarm. The frame is pivotable about the frame leaning axis relative to theleft and right pivoting axes.

In some implementations of the present technology, the front left groundengaging member is a front left wheel, the front right ground engagingmember is a front right wheel, and the at least one rear ground engagingmember is at least one rear wheel.

In some implementations of the present technology, the at least one rearwheel is a single rear wheel.

In some implementations of the present technology, the left pivotingaxis is a lower left pivoting axis, the left tilting axis is a lowerleft tilting axis, the right pivoting axis is a lower right pivotingaxis, and the right tilting axis is a lower right tilting axis. Thefront left suspension assembly further includes an upper left suspensionarm having a first end and a second end, the first end being pivotallyconnected about an upper left pivoting axis to the frame and the secondend being pivotally connected about an upper left tilting axis to thefront left ground engaging member. The front right suspension assemblyfurther includes an upper right suspension arm having a first end and asecond end, the first end being pivotally connected about an upper rightpivoting axis to the frame and the second end being pivotally connectedabout an upper right tilting axis to the front right ground engagingmember. The upper left and right pivoting axes are pivotable about theframe leaning axis with the frame.

In some implementations of the present technology, a lock selectivelyprevents relative movement between the frame and the shock tower aboutthe frame leaning axis.

In some implementations of the present technology, the left pivotingaxis is disposed to a left of the frame leaning axis, and the rightpivoting axis is disposed to a right of the frame leaning axis.

In some implementations of the present technology, the left and rightpivoting axes are disposed closer to the upper end of the shock towerthan the frame leaning axis.

In some implementations of the present technology, the first end of thelower left suspension arm and the first end of the lower rightsuspension arm are each pivotally connected to the shock tower by a pin.At least one bushing is disposed between each pin and the first end ofits corresponding lower suspension arm.

In some implementations of the present technology, the left and rightpivoting axes are parallel to each other.

In some implementations of the present technology, the left and rightpivoting axes are parallel to the frame leaning axis.

In some implementations of the present technology, a line passingthrough the left and right pivoting axes remains horizontal regardlessof a position of the frame relative to the shock tower.

In some implementations of the present technology, an axis of rotationof the rear wheel defines a first plane. The first plane is parallel toa second plane containing the left and right pivoting axes when theframe is in an upright position. The first plane intersects the secondplane when the frame is pivoted to one of the right side and the leftside relative to the shock tower.

In some implementations of the present technology, a first planecontaining the frame leaning axis and passing through a center of thesteering column is disposed at an acute angle to a second planecontaining the left and right pivoting axes when the frame is pivoted toone of the right side and the left side relative to the shock tower.

According to another aspect of the present technology, there is provideda leaning vehicle having a frame having a front portion, and a rearportion, a shock tower having an upper end and a lower end, the lowerend of the shock tower being pivotally connected to the frame about aframe leaning axis about which the frame can pivot to a right side andto a left side relative to the shock tower, a front left ground engagingmember and a front right ground engaging member connected to at leastone of the shock tower and the frame via a front left suspensionassembly and a front right suspension assembly respectively, a steeringassembly having a rotatable steering column supported by the frame andbeing operatively connected to the front left ground engaging member andthe front right ground engaging member, a rear suspension assemblyconnected to the rear portion of the frame, at least one rear groundengaging member connected to the rear suspension assembly, a motoroperatively connected to at least one of the ground engaging members,and a lock movable between a locked position and an unlocked position.In the locked position, the lock prevents relative movement between theframe and the shock tower about the frame leaning axis. In the unlockedposition, the lock permits relative movement between the frame and theshock tower about the frame leaning axis. The lock includes anovercenter mechanism. An actuator is connected between the frame and thelock to move the lock between the locked and unlocked positions.

In some implementations of the present technology, the shock tower has alock engagement surface and the lock has a shock tower engagementsurface. In the locked position the shock tower engagement surfacecontacts the lock engagement surface. In the unlocked position the shocktower engagement surface is spaced from the lock engagement surface.

In some implementations of the present technology, the lock engagementsurface faces downward and the shock tower engagement surface facesupward. The shock tower engagement surface is vertically higher in thelocked position than in the unlocked position.

In some implementations of the present technology, the lock engagementsurface and the shock tower engagement surface are curved surfaces.

In some implementations of the present technology, a center of curvatureof the lock engagement surface is the frame leaning axis.

In some implementations of the present technology, the lock engagementsurface has a plurality of teeth and the shock tower engagement surfacehas at least one tooth. In the locked position, the at least on tooth ofthe shock tower engagement surface engages at least some of theplurality of teeth of the lock engagement surface.

In some implementations of the present technology, the overcentermechanism has a first link pivotally connected to the frame about afirst axis, a second link pivotally connected to the first link about asecond axis, and a third link pivotally connected to the second linkabout a third axis and pivotally connected to the frame about a fourthaxis. In the locked position the second axis is disposed on a first sideof a line passing through the first and third axes. In the unlockedposition, the second axis is disposed on a second side of the lineopposite the first side.

In some implementations of the present technology, the first, second,third and fourth axes extend laterally. In the locked position, thesecond axis is disposed in front of the line. In the unlocked position,the second axis is disposed behind the line.

In some implementations of the present technology, the actuator ispivotally connected to one of the first and second links.

In some implementations of the present technology, the actuator ispivotally connected to the first link.

In some implementations of the present technology, the overcentermechanism further comprises a spring connected to one of the first andsecond links. In the locked position, the spring is compressed andbiases the lock toward the locked position. In the unlocked position,the spring is compressed and biases the lock toward the unlockedposition.

In some implementations of the present technology, the spring isconnected to the first link.

In some implementations of the present technology, the actuator ispivotally connected to the one of the first and second links to whichthe spring is connected.

In some implementations of the present technology, the actuator ispivotally connected to the first link and the spring is connected to thefirst link.

In some implementations of the present technology, the actuator includesan electric motor.

In some implementations of the present technology, the front left groundengaging member is a front left wheel, the front right ground engagingmember is a front right wheel, and the at least one rear ground engagingmember is at least one rear wheel.

In some implementations of the present technology, he at least one rearwheel is a single rear wheel.

According to another aspect of the present technology, there is provideda leaning vehicle having a frame having a front portion, and a rearportion, a shock tower having an upper end and a lower end, the lowerend of the shock tower being pivotally connected to the frame about aframe leaning axis about which the frame can pivot to a right side andto a left side relative to the shock tower, a front left ground engagingmember and a front right ground engaging member connected to at leastone of the shock tower and the frame via a front left suspensionassembly and a front right suspension assembly respectively, portions ofthe front left suspension assembly, the front left ground engagingmember and other components of the vehicle suspended from the at leastone of the shock tower and the frame by the front left suspensionassembly have a first unsprung mass, portions of the front rightsuspension assembly, the front right ground engaging member and othercomponents of the vehicle suspended from the at least one of the shocktower and the frame by the front right suspension assembly have a secondunsprung mass, a moment of inertia of the shock tower being at leasttwenty-five percent of a combined moment of inertia of the first andsecond unsprung masses, a steering assembly having a rotatable steeringcolumn supported by the frame and being operatively connected to thefront left ground engaging member and the front right ground engagingmember, a rear suspension assembly connected to the rear portion of theframe, at least one rear ground engaging member connected to the rearsuspension assembly, and a motor operatively connected to at least oneof the ground engaging members.

In some implementations of the present technology, the front left groundengaging member is a front left wheel, the front right ground engagingmember is a front right wheel, and the at least one rear ground engagingmember is at least one rear wheel.

In some implementations of the present technology, the at least one rearwheel is a single rear wheel.

In some implementations of the present technology, a center of gravityof the shock tower is located vertically between a top of the shocktower and a point that is halfway between the top of the shock tower andthe frame leaning axis.

In some implementations of the present technology, the front leftsuspension assembly includes a lower left suspension arm having a firstend and a second end, the first end being pivotally connected about aleft pivoting axis to one of the frame and the lower end of the shocktower and the second end being pivotally connected about a left tiltingaxis to the front left ground engaging member, and a left shock absorberhaving an upper end pivotally connected about an upper left shockabsorber axis to the upper end of the shock tower and a lower endpivotally connected about a lower left shock absorber axis to the lowerleft suspension arm. The front right suspension assembly includes alower right suspension arm having a first end and a second end, thefirst end being pivotally connected about a right pivoting axis to oneof the frame and the lower end of the shock tower and the second endbeing pivotally connected about a right tilting axis to the front rightground engaging member, and a right shock absorber having an upper endpivotally connected about an upper right shock absorber axis to theupper end of the shock tower and a lower end pivotally connected about alower right shock absorber axis to the lower right suspension arm. Thecenter of gravity of the shock tower is disposed between the top of theshock tower and a plane containing the upper left and upper right shockabsorber axes.

In some implementations of the present technology, a first line parallelto the frame leaning axis and containing the center of gravity of theshock tower passes through an intersection point of a second line and athird line. The second line passes through the upper left shock absorberaxis and the lower left shock absorber axis. The third line passesthrough the upper right shock absorber axis and the lower right shockabsorber axis. The second and third lines are in a common plane.

In some implementations of the present technology, the center of gravityof the shock tower is disposed at a distance above the frame leaningaxis. The distance corresponds to at least a quarter of a front trackwidth.

According to another aspect of the present technology, there is provideda leaning vehicle having a frame having a front portion, and a rearportion, a shock tower having an upper end and a lower end, the lowerend of the shock tower being pivotally connected to the frame about aframe leaning axis about which the frame can pivot to a right side andto a left side relative to the shock tower, a center of gravity of theshock tower being located vertically between a top of the shock towerand a point that is between the top of the shock tower and the frameleaning axis, a distance between the point and the frame leaning axisbeing at least a quarter of a track width, a front left ground engagingmember and a front right ground engaging member connected to at leastone of the shock tower and the frame via a front left suspensionassembly and a front right suspension assembly respectively, a steeringassembly having a rotatable steering column supported by the frame andbeing operatively connected to the front left ground engaging member andthe front right ground engaging member, a rear suspension assemblyconnected to the rear portion of the frame, at least one rear groundengaging member connected to the rear suspension assembly, and a motoroperatively connected to at least one of the ground engaging members.

In some implementations of the present technology, the front left groundengaging member is a front left wheel, the front right ground engagingmember is a front right wheel, and the at least one rear ground engagingmember is at least one rear wheel.

In some implementations of the present technology, the at least one rearwheel is a single rear wheel.

In some implementations of the present technology, the front leftsuspension assembly includes a lower left suspension arm having a firstend and a second end, the first end being pivotally connected about aleft pivoting axis to one of the frame and the lower end of the shocktower and the second end being pivotally connected about a left tiltingaxis to the front left ground engaging member, and a left shock absorberhaving an upper end pivotally connected about an upper left shockabsorber axis to the upper end of the shock tower and a lower endpivotally connected about a lower left shock absorber axis to the lowerleft suspension arm. The front right suspension assembly includes alower right suspension arm having a first end and a second end, thefirst end being pivotally connected about a right pivoting axis to oneof the frame and the lower end of the shock tower and the second endbeing pivotally connected about a right tilting axis to the front rightground engaging member, and a right shock absorber having an upper endpivotally connected about an upper right shock absorber axis to theupper end of the shock tower and a lower end pivotally connected about alower right shock absorber axis to the lower right suspension arm. Thecenter of gravity of the shock tower is disposed between the top of theshock tower and a plane containing the upper left and upper right shockabsorber axes.

In some implementations of the present technology, a first line parallelto the frame leaning axis and containing the center of gravity of theshock tower passes through an intersection point of a second line and athird line. The second line passes through the upper left shock absorberaxis and the lower left shock absorber axis. The third line passesthrough the upper right shock absorber axis and the lower right shockabsorber axis. The second and third lines are in a common plane.

For the purpose of this application, terms related to spatialorientation such as downward, rearward, forward, front, rear, left,right, above and below are as they would normally be understood by adriver of the vehicle sitting thereon in a normal driving position.

Implementations of the present vehicle each have at least one of theabove-mentioned object and/or aspects, but do not necessarily have allof them. It should be understood that some aspects of the presentvehicle that have resulted from attempting to attain the above-mentionedobject may not satisfy this object and/or may satisfy other objects notspecifically recited herein.

Additional and/or alternative objects, features, aspects and advantagesof implementations of the present vehicle will become apparent from thefollowing description, the accompanying drawings and the appendedclaims.

BRIEF DESCRIPTION OF THE DRAWINGS

For a better understanding of the present technology as well as otheraspects and further features thereof, reference is made to the followingdescription which is to be used in conjunction with the accompanyingdrawings, where:

FIG. 1 is a front elevation view of a front right suspension assembly, ashock tower and a portion of a frame of a prior art leaning vehicle,with the frame in an upright position;

FIG. 2 is a front elevation view of the front right suspension assembly,the shock tower and the portion of the frame of FIG. 1, with the framepivoted toward the right;

FIG. 2A is a diagram showing a trajectory of a center of gravity duringa right turn for different types of vehicle;

FIG. 3 is a perspective view taken from a front, left side of athree-wheel leaning vehicle;

FIG. 4 is a front elevation view of front suspension assemblies, frontwheels, a shock tower, a steering assembly and a portion of a frame ofthe vehicle of FIG. 3;

FIG. 5 is a cross-sectional view of the components of FIG. 4 takenthrough line 5-5 of FIG. 4;

FIG. 6 is a cross-sectional view of the components of FIG. 4 takenthrough line 6-6 of FIG. 4;

FIG. 7 is a front elevation view of the components of FIG. 4 with thefront wheels removed;

FIG. 8 is a front elevation view of the components of FIG. 4 with thefront suspension assemblies in compression;

FIG. 9 is a perspective view taken from a front, left side of thecomponents of FIG. 4 with the front left wheel removed;

FIG. 10 is a left side elevation view of the components of FIG. 4 withthe front left wheel removed;

FIG. 11 is a front elevation view of the components of FIG. 4 with theframe leaning toward a left;

FIG. 12 is a front elevation view of the components of FIG. 4 with theframe leaning toward the left with the front suspension assemblies incompression;

FIG. 13 is a close-up, perspective view taken from a rear, left side ofthe components of FIG. 4 with the front wheels removed and showing alock in an unlocked position;

FIG. 14 is a close-up, left side elevation view of the components ofFIG. 4 with the front wheels removed and showing the lock in theunlocked position;

FIG. 15 is a close-up, perspective view taken from a rear, left side ofthe components of FIG. 4 with the front wheels removed and showing thelock in a locked position;

FIG. 16 is a close-up, left side elevation view of the components ofFIG. 4 with the front wheels removed and showing the lock in the lockedposition; and

FIG. 17 is a front elevation view of an alternative implementation of ashock tower.

DETAILED DESCRIPTION

A three-wheel leaning vehicle 10 is described herein. It is contemplatedthat aspects of the three-wheel leaning vehicle 10 could be used on avehicle having ground engaging members other than wheels, such as forexample a snowmobile on which the ground engaging member are two skisand a drive track. It is also contemplated that aspects of thethree-wheel vehicle 10 could be used on a vehicle having more than threeground engaging members such as a four-wheel leaning vehicle.

As can be seen in FIG. 3, the vehicle 10 includes a frame 12 thatsupports a motor 14. In the present implementation, the motor 14 is afour-stroke internal combustion engine. It is contemplated that themotor 14 could be any type of power source such as an electric motor ora two-stroke internal combustion engine. A straddle-type seat 16 ismounted on the frame 14. The seat 16 has a driver seat portion 18 and apassenger seat portion 20 disposed behind the driver seat portion 18.The leaning vehicle 10 has a front right wheel 22 and a front left wheel22 disposed on either side of a longitudinal axis 24, and a singlecentral rear wheel 26. Each of the wheels 22, 26 has a tire thereon. Therear wheel 26 rotates about an axis of rotation 27. The rear wheel 26 issuspended by a rear suspension assembly 28 attached to the rear portionof the frame 12. The rear wheel 26 is operatively connected to the motor14 via a drive belt assembly. A steering assembly includes a handlebar30 and a steering column 32 disposed in front of the seat 16. Thesteering column 22 is connected to the front wheels 22 to steer thevehicle 10 as will be described in greater detail below. Front left andright suspension assemblies 34, 36 attach the front wheels 22 to thevehicle 10 as will be described in greater detail below. The suspensionassemblies 34, 36 permit the turning of the wheels 22 about steeringaxes 38 and tilting of the wheels 22 about lower wheel tilting axes 40(see FIG. 7). Foot pegs 42 (only the right side foot peg 42 being shown)project from the frame 12 below the seat 16 so that the driver may resthis/her feet thereupon while driving. The leaning vehicle 10 includes aplurality of fairings 44 which serve to protect the vehicle componentsfrom the elements during use and render the vehicle 10 aerodynamicallyefficient and aesthetically pleasing.

As can be seen in FIG. 4, a shock tower 50 is pivotally connected to afront portion of the frame 12 to permit the frame 12 to pivot about aframe leaning axis 52. The front left and right suspension assemblies 34and 36 are connected to the shock tower 50 and the frame 12 to permitthe frame 12 and the single central rear wheel 26 to lean towards theright side or the left side in a turn much like a motorcycle when thevehicle 10 is in operation. Additionally, the front wheels 22 areconnected to the left and right suspension assemblies 34 and 36 in sucha way that the front wheels 22 also tilt when the frame 12 is leaninginto a corner.

As can be seen in FIG. 5, the frame 12 has a front plate 54. A front tab56 extends from the front of the front plate 54 and a frame member 58extends from the front plate 54 rearward of the front tab 56. The lowerend of the shock tower 50 is received between the front tab 56 and theframe member 58. The shock tower 50, the front tab 56 and the framemember 58 have apertures (not labeled) that are coaxial with the frameleaning axis 52. Two bearings 60 are received in recesses formed at thefront and rear of the lower end of the shock tower 50. A sleeve 62extends between the two bearings 60. A sleeve 64 extends from the frontbearing 60 and through a portion of the aperture in the front tab 56. Asleeve 66 extends from the rear bearing 60 to the frame member 58. Awasher 68 is disposed on the front of the front tab 56 in alignment withthe aperture through the front tab 56. A bolt 70 is inserted through thewasher 68, the sleeves 62, 64, 66 and the frame member 58. A washer 72is disposed around the end of the bolt 70 that extends rearward of theframe member 58. A nut 74 is fastened to the end of the bolt 70 thatextends rearward of the frame member 58. As a result, the shock tower 50is pivotally connected to the frame 12 about the frame leaning axis 52and although it bears all the suspended mass of the front of the vehicle10, creates very little friction against the leaning motion to preservethe natural free-leaning feel. It is contemplated that the shock tower50 could be pivotally connected to the frame 12 in manners that aredifferent from the one described above.

With reference to FIGS. 4 and 6 to 13, the front left suspensionassembly 34 will be described in detail. The front right suspensionassembly 36 is a mirror image of the front left suspension assembly 34and as such will not be described in detail below. Components of thefront right suspension assembly 36 corresponding to those of the frontleft suspension assembly 34 have been labelled with the same referencenumbers in the figures.

The front left suspension assembly 34 includes a lower left suspensionarm 76, an upper left suspension arm 78 and a left shock absorber 80.The right end of the lower left suspension arm 76 is pivotally connectedabout a lower left pivoting axis 82 to the lower end to the shock tower50 as will be described in greater detail below. When the frame 12 is inthe upright position, the lower left pivoting axis 82 is disposedvertically higher than and to the left of the frame leaning axis 52. Theleft end of the lower left suspension arm 76 is pivotally connectedabout the lower left tilting axis 40 to the lower end of a kingpinassembly 84 as will be described in greater detail below. As best seenin FIG. 13, the right end of the upper left suspension arm 76 isreceived in an aperture 86 in the frame member 58 and pivotallyconnected about an upper left pivoting axis 88 (FIGS. 7 and 14) to theframe member 58 by a ball joint 90. The left end of the upper leftsuspension arm 76 is pivotally connected about an upper left tiltingaxis 92 to the upper end of the kingpin assembly 84 by a ball joint 93.The lower end of the left shock absorber 80 is pivotally connected abouta lower left shock absorber axis 94 to the lower left suspension arm 76.The lower left shock absorber axis 94 is disposed laterally between thelower left pivoting axis 82 and the lower left tilting axis 40. Theupper end of the left shock absorber 80 is pivotally connected about anupper left shock absorber axis 96 to the upper end of the shock tower50. The upper left shock absorber axis 96 is disposed to the left of theframe leaning axis 52.

As can be seen in FIG. 6, the right end of the lower left suspension arm76 is received between front and rear legs 98, 100 defined by the lowerend of the shock tower 50. A pin 102 is inserted through apertures (notlabeled) defined by the front and rear legs 98, 100 and the right end ofthe lower left suspension arm 76. These apertures and the pin 102 arecoaxial with the lower left pivoting axis 82. Front and rear bushings104, 106 are disposed between the pin 102 and the lower left suspensionarm 76 to permit pivoting of the lower left suspension arm 76 about thelower left pivoting axis 82. The front end of the pin 102 extendsthrough and is welded to a tab 108. The tab 108 is fastened to the frontof the leg 98 of the shock tower 50 by a threaded fastener 110 that isoffset from the lower left pivoting axis 82. It is contemplated that thelower left pivoting axis 76 could be pivotally connected to the shocktower 50 in manners that are different from the one described above.

The kingpin assembly 84 includes a knuckle 112 (FIG. 9) and a kingpin114 (FIG. 13). The kingpin 114 has an inverted T-shape. As can be seenin FIG. 13, the kingpin 114 has a lower, generally horizontallyextending shaft 116 and a shaft 118 that extends upward and rearwardfrom the shaft 116. The knuckle 112 is disposed around the shaft 118 ofthe kingpin 114 such that the knuckle 112 can rotate around the shaft118 to steer the wheel 22. As such, the shaft 118 defines the steeringaxis 38. The shaft 116 is received between front and rear arms 120, 122(FIG. 13) defined by the left end of the lower suspension arm 76. Afastener 124 pivotally fastens the shaft 116 to the arms 120, 122 aboutthe lower tilting axis 40. The ball joint 93 at the right end of theupper suspension arm 78 is pivotally connected to the upper end of theshaft 118.

Turning now to FIGS. 7, 9, 10 and 13, the steering assembly, theconnection of the steering assembly to the front left wheel 22, theconnection of the front left wheel 22 to the left kingpin assembly 84and the braking system of the front left wheel 22 will be described. Theconnection of the steering assembly to the front right wheel 22, theconnection of the front right wheel 22 to the right kingpin assembly 84and the braking system of the front right wheel 22 are mirror images ofthe corresponding elements on the left side of the vehicle 10 and willtherefore not be described in detail herein. The correspondingcomponents on each side of the vehicle 10 of the front wheels 22, thefront braking systems and the steering assembly have been labeled withthe same reference numbers in the figures.

A rotatable hub 126 is attached to the left side of the left knuckle112. The front left wheel 22 is bolted to the hub 126 such that thefront wheel 12 rotates about rotation axis 128 (FIG. 10). A brake disk130 (shown only on the right side) is mounted on the hub 126. A brakecaliper 132 (shown only on the right side in FIG. 9) is connected to thefront of the knuckle 112 and is disposed over a portion of the brakedisk 130 to brake the front wheel 22.

As can be seen in FIG. 13, a lower end of the steering column 32 isreceived in and is pivotally connected to the frame member 58. A pitmanarm 134 is connected to and extends rearward from the lower end of thesteering column 32. A right end of a left steering rod 136 is connectedvia a ball joint 138 to the pitman arm 134. A left end of the leftsteering rod 136 is connected via a ball joint 140 to a rear of the leftknuckle 112. By turning the steering column 32, the left steering rod136 is pushed or pulled, which turns the knuckle 112 about the shaft 118of the kingpin 114, which steers the front left wheel 22 about thesteering axis 38.

In order to steer the vehicle 10 and lean the frame 12 in the directionof the turn, the driver of the vehicle 10 has to steer by what is knownas counter-steering. To counter-steer, the driver applies a torque (i.e.turns) the handlebar 30 and steering column 32 in a direction oppositeto the direction of the turn, this applies a counter-torque (or reactiontorque) to the frame which causes the frame 12, and as a result thewheels 22, 26, to lean in the direction of the turn which steers thevehicle into the turn. Counter-steering of the vehicle 10 to make a leftturn will be described in more detail with reference to FIG. 11.Although only the plate 54, the front tab 56, and the frame member 58 ofthe frame 12 are shown in FIG. 11, it should be understood that theother components of the frame 12 lean with these elements and that thesteering column 12 leans with the frame 12. As such, the position of thesteering column 32 can be used in the figures as an indicator of theposition of the frame 12. To make a left turn, the driver applies atorque to the handlebar 30 and steering column 32 as if to steer thefront wheels toward the right. As a result, the frame 12, the rear wheel26, the steering column 32 and the other components connected to theframe 12 pivot toward the left about the frame leaning axis 52 withrespect to the shock tower 50, while the shock tower 50 remainsvertical. As the wheels 22 receive the torque applied to the handlebar30 they start to lean in the direction opposite the applied torque.Their leaning pushes or pulls, as the case may be, on the suspensionarms 76 and 78 causing the frame to lean. As the wheels 22 pivot towardthe left (i.e. clockwise with reference to FIG. 11), the upper leftsuspension arm 78 pulls the frame 12 toward the left, the upper rightsuspension arm 78 pushes on the frame 12 toward the left, the lower leftsuspension arm 76 pushes on the frame 12 toward the right and the lowerright suspension arm 76 pulls on the frame toward the right. As aresult, the frame 12 leans toward the left (i.e. clockwise withreference to FIG. 11) and the vehicle 10 turns left. As can be seen inFIG. 11, when the vehicle 10 is leaning into a corner, the shock tower50 remains upright while the frame 12 is pivoting about the leaning axis52. As such, the front left and right suspension assemblies 34, 36 arenot involved in the leaning motion of the frame 12. As can be seen bycomparing FIG. 4 which has the frame 12 in an upright position with FIG.11 which has the frame 12 leaning toward the left, the operation of thefront left and right suspension assemblies 34, 36 is independent of theleaning motion of the frame 12. As can also be seen by comparing FIG. 4to FIG. 11, the positions of the left and right pivoting axes 82relative to the frame leaning axis 52 do not change when the frame 12pivots about the frame leaning axis 52. A line 141 (FIG. 11) passingthrough the left and right pivoting axes 82 remains horizontalregardless of a position of the frame 12 relative to the shock tower 50.As a result, with all other things being equal, for the same turnradius, taken at the same speed, in order to balance the centrifugalforces, the frame 12 of the vehicle 10 does not need to pivot about theframe leaning axis 52 as much as the frame would have to pivot in avehicle having the lower suspension arms pivotally connected to theframe (as in the '456 publication for example).

As can also be seen by comparing FIG. 4 to FIG. 8 and FIG. 11 to FIG.12, the position of the left and right pivoting axes 82 relative to theframe leaning axis 52 also does not change when the shock absorbers 80are compressed whether the frame 12 is upright (FIGS. 4 and 8) orleaning (FIGS. 11 and 12). The same is true when the shock absorbers 80are in expansion. As can be seen in FIG. 11, a plane (corresponding toline 27 in FIG. 11) defined by the axis of rotation 27 of the rear wheel26, which is parallel to a plane (corresponding to line 141 in FIG. 141)containing to the pivoting axes 82 when the frame 12 is in an uprightposition, intersects the plane corresponding to line 141 when the frame12 is pivoted to one of the right side and the left side relative to theshock tower 50. Similarly, as can be seen in FIG. 11, a plane 143containing the frame leaning axis 52 and passing through a center of thesteering column 32 is disposed at an acute angle to the plane(corresponding to line 141) containing the left and right pivoting axes82 when the frame 12 is pivoted to one of the right side and the leftside relative to the shock tower 50.

In order to reduce wheel hop, the shock tower 50 has cap 142 that isfastened to the remaining portion of the shock tower 50 so as to bedisposed at the top of the shock tower 50. The mass of the cap 142 isselected such that, as can be seen in FIG. 4, the center of gravity 144of the shock tower 50 is located at a position where a line parallel tothe frame leaning axis 52 (in FIG. 4, this line corresponds to thecenter of gravity 144) passes through an intersection point of a line146 passing through the upper left shock absorber axis 96 and the lowerleft shock absorber axis 94 and of a line 148 passing through the upperright shock absorber axis 96 and the lower right shock absorber axis 94.The lines 146 and 148 are disposed in a common plane (i.e. the planedefined by the page containing FIG. 4 in the present example). It iscontemplated that the mass of the cap 142 could alternatively beselected such that the center of gravity 144 of the shock tower 50 isdisposed at a location between a line 150 passing through the upper leftand right shock absorber axes 96 and the top of the shock tower 50. Itis also contemplated that the mass of the cap 142 could alternatively beselected such that the center of gravity 144 of the shock tower 50 isdisposed at a location between the top of the shock tower 50 and a point152 that is disposed halfway between the frame leaning axis 52 and thetop of the shock tower 50. It is also contemplated that the mass of thecap 142 could alternatively be selected such that the center of gravity144 of the shock tower 50 is disposed a distance above the frame leaningaxis 52 that is at least a quarter of the front track width W (FIG. 4).The front track width is the distance measured laterally between thecentral contact points of the tires of the front wheels 22 with theground when the front wheels 22 and the frame 12 are upright as in FIG.4.

The added mass of the cap 142 and the resulting position of the centerof gravity of the shock tower 50 ensure that the moment of inertia ofthe shock tower 50 about the frame leaning axis 52 is sufficiently highto at least partially resist the forces generated by both high amplitudeand low amplitude/high frequency movements of the front wheels 22. Inthe case of low amplitude/high frequency movements of the front wheels22, the moment of inertia of the shock tower 50 about the frame leaningaxis 52 is sufficiently high to cause the tires of the front wheels 22to absorb the forces generated by the movements of the front wheels 22and/or for the stiffness of the shock absorbers 80 to be overcome bythese forces. As such, these forces do not oscillate between the twofront suspension assemblies 34, 36 via the shock tower 50 as much asthey would in a vehicle similar to the one described in the ‘456publication for example. In the cases where the forces do oscillatebetween the two front suspension assemblies 34, 36 via the shock tower50, the higher moment of inertia of the shock tower 50 causes some ofthe forces to be absorbed by the tires of the front wheels 22 and/or theshock absorbers 80 at each cycle of the oscillation of the forces, thusreducing the wheel hop effect compared to a vehicle similar to the '456publication for example. In one implementation, the moment of inertia ofthe shock tower 50 is at least twenty-five percent of the combinedmoment of inertia of the unsprung masses associated with the front leftand right suspension assemblies 34, 36. The unsprung mass associatedwith the front left suspension assembly 34 is the combined mass of allof the components on the front, left side of the vehicle 10 that aresuspended from the shock tower 50 by the left shock absorber 80. Thesecomponents include, but are not limited to, the lower left suspensionarm 76, the upper left suspension arm 78, the left steering rod 136, theleft kingpin assembly 84, the left hub 126, the left brake disk 130, theleft brake caliper 132 and the front left wheel 22. The unsprung massassociated with the front right 34 is the combined mass of all of thecomponents on the front, right side of the vehicle 10 that are suspendedfrom the shock tower 50 by the right shock absorber 80. These componentsinclude, but are not limited to, the lower right suspension arm 76, theupper right suspension arm 78, the right steering rod 136, the rightkingpin assembly 84, the right hub 126, the right brake disk 130, theright brake caliper 132 and the front right wheel 22.

It is contemplated that the cap 142 could be integrally formed orpermanently connected to the rest of the shock tower 50. However, havinga separate cap 142 that is fastened to the rest of the shock tower 50facilitates tuning of the moment of inertia of the shock tower 50 toobtain the desired level of wheel hop reduction. Having a separate cap142 that is fastened to the rest of the shock tower 50 also facilitatesadjustment of the moment of inertia of the shock tower 50 should one ormore of the components forming part of the unsprung mass be replacedwith components having a different mass, or should the shock absorbers80 and/or the tires for the front wheels 22 be replaced with shockabsorbers and tires having different shock absorption characteristics.It is contemplated that the manner of obtaining a certain moment ofinertia for the shock tower 50 could also be used in other leaningvehicles, such as in leaning vehicles having a shock tower where thelower suspension arms are connected to the frame for example as in the'456 publication instead of being connected to the shock tower 50 as inthe present application.

FIG. 17 illustrates a shock tower 50′ that is an alternativeimplementation of the shock tower 50. In the shock tower 50′ instead ofincreasing the moment of inertia of the shock tower 50′ by adding a cap142 as in the shock tower 50 described above, the moment of inertia ofthe shock tower 50′ is increased by adding weights 154 that arelaterally spaced from the frame leaning axis 52. The shock tower 50′ hastwo arms 156 extending laterally outwardly from the center member 158.Each arm 156 has two tabs 160. The weights 154 are inserted around thearms 156 between the tabs 160. The mass of the weights 154 and thedistance from the frame leaning axis 52 where the weights 154 aredisposed are selected such that the moment of inertia of the shock tower50′ is at least twenty-five percent of the combined moment of inertia ofthe unsprung masses associated with the front left and right suspensionassemblies 34, 36. It is contemplated that the shock tower 50′ couldadditionally be provided with a cap 142.

Turning now to FIGS. 10 and 13 to 16, a lock 162 and actuator 164 of thevehicle 10 that are used to selectively prevent relative movementbetween the frame 12 and the shock tower 50 will be described. Althoughthe lock 162 and actuator 164 are being described with respect to thevehicle 10 described above, it is contemplated that the lock 162 andactuator 164 could also be used in other leaning vehicles, such as in aleaning vehicle having a shock tower and lower suspension arms connectedto the frame similar to the vehicle described in the '456 publicationfor example.

The lock 162 is movable between an unlocked position shown in FIGS. 13and 14 and a locked position shown in FIGS. 15 and 16. When the lock 162is in the unlocked position, the frame 12 can lean about the frameleaning axis 52 relative to the shock tower 50 as described above. Whenthe lock 162 is in the unlocked position, the vehicle 10 is steered bycounter-steering as described above. When the lock 162 is in the lockedposition, the lock 162 engages the shock tower 162 as will be describedbelow and prevents the frame 12 from leaning about the frame leaningaxis 52 relative to the shock tower 50. When the lock 162 is in thelocked position, the vehicle 10 is steered by turning the handlebar 30,and therefore the front wheels 22, in the direction of the turn, in amanner similar to the manner in which steering is achieved in a vehiclethat does not have a frame that can lean such as a four-wheelall-terrain vehicle.

An actuator 164 is connected between the frame 12 and the lock 162 tomove the lock 162 between its locked and unlocked positions. Theactuator 164 is actuated by the driver of the vehicle via an inputdevice (not shown), such as button or a switch, located on or near thehandlebar 30. It is contemplated that a frame position sensor could beprovided between the frame 12 and the shock tower 50. This sensor couldbe used to prevent the actuator 164 from moving the lock 162 to thelocked position when the frame 12 is leaning at an angle where the lock162 would not engage the shock tower 50 (see FIG. 11 for example) asthis would prevent the frame 12 from returning to the upright position(i.e. the lock 162 would hit the side of the shock tower 50). Should thedriver of the vehicle 10 actuate the input device to indicate that thelocked position of the lock 162 is desired, the sensor would prevent theactuator 164 from moving the lock 162 to the locked position until theframe 12 is at or near the upright position such that the lock 162 canengage the shock tower 50. It is also contemplated that the actuator 164could be connected to a control unit which would automatically controlthe actuator 162 to move the lock 162 between its locked and unlockedpositions based on one or more operating conditions of the vehicle 10.For example, the control unit could cause the actuator 164 to move thelock 162 to the locked position when the vehicle 10 is stopped oroperating at low speeds and cause the actuator 164 to move the lock 162to the unlocked position when the vehicle 10 is operating at medium andhigh speeds.

The actuator 164 is mounted between two plates 166 (FIG. 10) in front ofthe steering column 32. The plates 166 are connected to the top of theframe member 58 on either side thereof by fasteners 168. In the presentimplementation, the actuator 164 includes an electric motor coupled to arack and pinion assembly to form a linear actuator. It is contemplatedthat other types of actuators such as a solenoid, a hydraulic orpneumatic piston, or a rotary actuator could be used.

The lock 162 includes an overcenter mechanism formed by an L-shaped link170, a pair of links 172, a toothed link 174 and a spring 182. Althoughthey have not been labeled, the links 170, 172, 174 are connected toeach other and to the frame member 58 via nuts and bolts surrounded bybushings permitting the rotation of the links 170, 172, 174 relative toeach other and to the frame member 58. The L-shaped link 170 ispivotally connected at to the frame member 58 about a laterallyextending axis 176. The end of a leg of the L-shaped member 170 ispivotally connected to the end of the actuator 164 by a linkage 178. Theupper portion of the L-shaped link 170 is disposed between the lowerends of the links 172 and is pivotally connected to the lower end of thelinks 172 about a laterally extending axis 180. The spring 182 isconnected between a fixed member 184 connected to the actuator 164 andan upper end of the L-shaped link 170 at a point 186. The axis 180 isdisposed between the axis 176 and the point 186. The upper ends of thelinks 172 are disposed on either side of the front of the toothed link174 and are pivotally connected to the front of the toothed link 174about a laterally extending axis 188. The rear end of the toothed link174 is pivotally connected to the plates 166 about a laterally extendingaxis 190. It is contemplated that instead of being connected to the link170, the actuator 164 and the spring 182 could be connected to one orboth of the links 172. It is also contemplated that the actuator 164could be connected to one of the links 170 and 172 and that the spring182 could be connected to the other one of the links 170, 172.

The toothed link 174, as its name suggests, has a number of teeth 192.The teeth 192 are defined by the upwardly facing upper curved surface ofthe toothed link 174. As it is the upper curved surface of the toothedlink 174 that engages the shock tower 50 to lock the frame 12 relativeto the shock tower 50, as will be described in greater detail below,this surface is referred to as the shock tower engagement surface. Inthe present implementation, the shock tower engagement surface definesfour teeth 192, but it is contemplated that it could define more or lessthan four teeth 192.

The cap 142 of the shock tower 50 has a downwardly facing curved toothedsurface 194 defining a number of teeth 196. As it is this surface thatengages the shock tower engagement surface of the lock 162 when the lock162 is in the locked position, this surface is referred to as the lockengagement surface. In the present implementation, the center ofcurvature of the surface 194 corresponds to the frame leaning axis 52.As will be described below, in the unlocked position, the lockengagement surface of the shock tower 50 and the shock tower engagementsurface of the lock 162 are spaced from each other. When the lock 162 ismoved to its locked position, the toothed link 174 moves up such thatthe teeth 192 of the lock 162 engage some of the teeth 196 of the shocktower 50 and, as a result, the lock engagement surface of the shocktower 50 and the shock tower engagement surface of the lock 162 come incontact with each other. It is contemplated that the teeth 192 and 196could be replaced by pins and corresponding apertures. It is alsocontemplated that the teeth 192 and 196 could be omitted such that thelocking of the frame 12 with the shock tower 50 is achieved by frictionbetween the lock engagement surface of the shock tower 50 and the shocktower engagement surface of the lock 162. To improve the friction insuch an implementation, it is contemplated that the lock engagementsurface of the shock tower 50 and the shock tower engagement surface ofthe lock 162 could be abrasive or rubberized surfaces.

The operation of the lock 162 will now be described. As can be seen inFIG. 14, when the lock 162 is in the unlocked position, the links 170and 172 are positioned such that the axis 180 is disposed behind a line198 passing through the axes 176 and 188. Also, when the lock 162 is inthe unlocked position, the top surface of the link 174 is spaced fromthe surface 194 of the shock tower 50. Also, when the lock 162 is in theunlocked position, the spring 182 pushes down on the link 170 at point186, thereby biasing the lock 162 toward the unlocked position. Byhaving the spring 182 bias the lock 162 toward the unlocked position,power does not need to be applied to the actuator 164 to maintain thelock 162 in the unlocked position.

To move the lock 162 from the unlocked position (FIGS. 13 and 14) to thelocked position (FIGS. 15 and 16), the actuator 164 is activated to pullvia the linkage 178 on the link 170. With reference to the orientationshown in FIGS. 14 and 16 (i.e. as seen from a left side of the vehicle10), this causes the link 170 to rotates counter-clockwise about theaxis 176, the links 172 to rotate clockwise about the axis 188, and thelink 174 to rotate clockwise about the axis 190 until the front portionof the link 170 comes in contact with the upper end of the frame member58.

As can be seen in FIG. 16, when the lock 162 is in the locked position,the links 170 and 172 are positioned such that the axis 180 is disposedin front of the line 198. Also, as can be seen by comparing the positionof the link 174 in FIG. 14 to the position of the link 174 in

FIG. 16, it can be seen that the front portion of the link 174 has movedup. As a result, when the lock 162 is in the locked position, the topsurface of the link 174 contacts the surface 194 of the shock tower 50and the teeth 192 of the link 174 engage the teeth 196 of the shocktower 50, thereby preventing the frame 12 from pivoting about the frameleaning axis 52 relative to the shock tower 50. Also, when the lock 162is in the locked position, the spring 182 pushes forward on the link 170at point 186, thereby biasing the lock 162 toward the locked position.By having the spring 182 bias the lock 162 toward the locked position,power does not need to be applied to the actuator 164 to maintain thelock 162 in the locked position. The frame member 58 acts as a stopperto limit the counter-clockwise rotation of the link 170 from theunlocked position to the locked position since further counter-clockwiserotation of the link 170 would cause the link 174 to start rotatingcounter-clockwise about the axis 190, which would cause the frontportion of the link 174 to move away from the surface 194, therebydisengaging the teeth 192 from the teeth 196.

To move the lock 162 from the locked position to the unlocked position,the actuator 164 is activated to push via the linkage 178 on the link170. As a result, the links 170, 172 and 174 rotate in directionsopposite to the ones described above to move the lock 162 from theunlocked position to the locked position until they reach the positionsshown in FIGS. 13 and 14.

Modifications and improvements to the above-described implementations ofthe present vehicle may become apparent to those skilled in the art. Theforegoing description is intended to be exemplary rather than limiting.The scope of the present technology is therefore intended to be limitedsolely by the scope of the appended claims.

What is claimed is:
 1. A leaning vehicle comprising: a frame having afront portion, and a rear portion; a shock tower having an upper end anda lower end, the lower end of the shock tower being pivotally connectedto the frame about a frame leaning axis about which the frame can pivotto a right side and to a left side relative to the shock tower; a frontleft ground engaging member and a front right ground engaging memberconnected to at least one of the shock tower and the frame via a frontleft suspension assembly and a front right suspension assemblyrespectively, portions of the front left suspension assembly, the frontleft ground engaging member and other components of the vehiclesuspended from the at least one of the shock tower and the frame by thefront left suspension assembly have a first unsprung mass, portions ofthe front right suspension assembly, the front right ground engagingmember and other components of the vehicle suspended from the at leastone of the shock tower and the frame by the front right suspensionassembly have a second unsprung mass, a moment of inertia of the shocktower being at least twenty-five percent of a combined moment of inertiaof the first and second unsprung masses; a steering assembly having arotatable steering column supported by the frame and being operativelyconnected to the front left ground engaging member and the front rightground engaging member; a rear suspension assembly connected to the rearportion of the frame; at least one rear ground engaging member connectedto the rear suspension assembly; and a motor operatively connected to atleast one of the ground engaging members.
 2. The leaning vehicle ofclaim 1, wherein the front left ground engaging member is a front leftwheel, the front right ground engaging member is a front right wheel,and the at least one rear ground engaging member is at least one rearwheel.
 3. The leaning vehicle of claim 2, wherein the at least one rearwheel is a single rear wheel.
 4. The leaning vehicle of claim 1, whereina center of gravity of the shock tower is located vertically between atop of the shock tower and a point that is halfway between the top ofthe shock tower and the frame leaning axis.
 5. The leaning vehicle ofclaim 4, wherein the front left suspension assembly includes: a lowerleft suspension arm having a first end and a second end, the first endbeing pivotally connected about a left pivoting axis to one of the frameand the lower end of the shock tower and the second end being pivotallyconnected about a left tilting axis to the front left ground engagingmember; and a left shock absorber having an upper end pivotallyconnected about an upper left shock absorber axis to the upper end ofthe shock tower and a lower end pivotally connected about a lower leftshock absorber axis to the lower left suspension arm; wherein the frontright suspension assembly includes: a lower right suspension arm havinga first end and a second end, the first end being pivotally connectedabout a right pivoting axis to one of the frame and the lower end of theshock tower and the second end being pivotally connected about a righttilting axis to the front right ground engaging member; and a rightshock absorber having an upper end pivotally connected about an upperright shock absorber axis to the upper end of the shock tower and alower end pivotally connected about a lower right shock absorber axis tothe lower right suspension arm; and wherein the center of gravity of theshock tower is disposed between the top of the shock tower and a planecontaining the upper left and upper right shock absorber axes.
 6. Theleaning vehicle of claim 5, wherein a first line parallel to the frameleaning axis and containing the center of gravity of the shock towerpasses through an intersection point of a second line and a third line;wherein the second line passes through the upper left shock absorberaxis and the lower left shock absorber axis; wherein the third linepasses through the upper right shock absorber axis and the lower rightshock absorber axis; and wherein the second and third lines are in acommon plane.
 7. The leaning vehicle of claim 1, wherein a center ofgravity of the shocker tower is disposed at a distance above the frameleaning axis corresponding to at least a quarter of a front track width.8. A leaning vehicle comprising: a frame having a front portion, and arear portion; a shock tower having an upper end and a lower end, thelower end of the shock tower being pivotally connected to the frameabout a frame leaning axis about which the frame can pivot to a rightside and to a left side relative to the shock tower, a center of gravityof the shock tower being located vertically between a top of the shocktower and a point that is between the top of the shock tower and theframe leaning axis, a distance between the point and the frame leaningaxis being at least a quarter of a track width; a front left groundengaging member and a front right ground engaging member connected to atleast one of the shock tower and the frame via a front left suspensionassembly and a front right suspension assembly respectively; a steeringassembly having a rotatable steering column supported by the frame andbeing operatively connected to the front left ground engaging member andthe front right ground engaging member; a rear suspension assemblyconnected to the rear portion of the frame; at least one rear groundengaging member connected to the rear suspension assembly; and a motoroperatively connected to at least one of the ground engaging members. 9.The leaning vehicle of claim 8, wherein the front left ground engagingmember is a front left wheel, the front right ground engaging member isa front right wheel, and the at least one rear ground engaging member isat least one rear wheel.
 10. The leaning vehicle of claim 9, wherein theat least one rear wheel is a single rear wheel.
 11. The leaning vehicleof claim 8, wherein the front left suspension assembly includes: a lowerleft suspension arm having a first end and a second end, the first endbeing pivotally connected about a left pivoting axis to one of the frameand the lower end of the shock tower and the second end being pivotallyconnected about a left tilting axis to the front left ground engagingmember; and a left shock absorber having an upper end pivotallyconnected about an upper left shock absorber axis to the upper end ofthe shock tower and a lower end pivotally connected about a lower leftshock absorber axis to the lower left suspension arm; wherein the frontright suspension assembly includes: a lower right suspension arm havinga first end and a second end, the first end being pivotally connectedabout a right pivoting axis to one of the frame and the lower end of theshock tower and the second end being pivotally connected about a righttilting axis to the front right ground engaging member; and a rightshock absorber having an upper end pivotally connected about an upperright shock absorber axis to the upper end of the shock tower and alower end pivotally connected about a lower right shock absorber axis tothe lower right suspension arm; and wherein the center of gravity of theshock tower is disposed between the top of the shock tower and a planecontaining the upper left and upper right shock absorber axes.
 12. Theleaning vehicle of claim 11, wherein a first line parallel to the frameleaning axis and containing the center of gravity of the shock towerpasses through an intersection point of a second line and a third line;wherein the second line passes through the upper left shock absorberaxis and the lower left shock absorber axis; wherein the third linepasses through the upper right shock absorber axis and the lower rightshock absorber axis; and wherein the second and third lines are in acommon plane.